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Southern Pacific 9010
Фото
О пользователе Southern Pacific 9010
ABOUT THE LOCOMOTIVE
SP 9010 is the unlikely survivor of a 1960s experiment in railroad locomotive horsepower and traction.
Imported to the USA from Germany in May of 1964 by the San Francisco-based Southern Pacific Railroad -- at a time when such foreign sourcing was not done -- SP 9010 was part of a second series of high-horsepower hydraulic test beds for locomotive power transmission, and was accompanied by German technicians who took up residence in the US. A number of those original technicians and their family members have provided invaluable assistance to the restoration and historical curation of the artifact.
Only four years after being built with pride and hope, all but one of the fifteen Krauss-Maffei Model ML 4000 C'C' Series locomotives were sent to scrap, and the program was halted. It had served to showcase the Southern Pacific as a forward-looking corporation, and was perhaps one motivating factor in the rise of available horsepower and traction among the subsequent products of domestic locomotive manufacturers.
Unloved by crews, they nonetheless held fascination for students of extraordinary, extreme, and unusual technology.
When the experiment was terminated, SP 9010 was converted to a rolling camera platform for the world's first full-motion, fixed-base locomotive training simulator, entering its second state-of-the art lifetime. It has survived two retirements, partial dismantling, four brushes with scrapping and, before acquisition by the current custodians, suffered extreme exposure and vandalism.
PRESENT STATUS
The only one of its kind in the world, SP 9010 is now being restored to pristine 1964 appearance and periodic public operation by the Pacific Locomotive Association, a volunteer group operating in Niles Canyon, California on the tracks of the Niles Canyon Railway -- with the international cooperation of many of its original technicians, their families, and their successors.
The restoration of SP 9010 allows, for the first time since the 1960s, a better appreciation for the pioneering technology, fine craftsmanship, and game-changing influence of these remarkable locomotives.
RETURN TO OPERATION
On February 14, 2017 the rear Maybach MD870/1 V-16 of SP 9010 was fired up for the first time since 1968. This success followed years of careful preparation. Currently the locomotive can move under its own power, engaging its single Voith L 830 ru turbo transmission through a new Cardan driveshaft built for us by the Welte Group in Germany. Power is transferred to a renewed KM rear truck/bogie, obtained from Colas Rail in Europe, where it had been in use on a self-powered rail maintenance vehicle, constructed in 1970 by Plasser & Theurer using trucks/bogies salvaged from a KM scrapyard in 1969.
Fitted with twin power groups when built, the forward Maybach V-16 has suffered significant mechanical and corrosion damage. There are no plans to restore the forward MD870; it is significantly compromised, and also represents an important source of service parts.
There is also no forward transmission able to accept power from the motor, after its removal from the locomotive in 1969. (See more information below.) There are also no plans to obtain or modify any existing transmissions, due to cost, engineering, and logistics.
Powered by its rear Maybach, Voith transmission, and KM power truck only, SP 9010 is still potentially a 2,000 HP locomotive. This is completely satisfactory for both museum presentation and future plans for limited public operation.
(We do appreciate the suggestions, but prefer that anyone expressing their wish to see the unit to have two motors and transmissions to instead visit the SP 9010 website and donate to the major work still ahead to restore the rear group, and replace or refurbish remaining major ancillary equipment.)
sp9010.ncry.org/donate1.htm
THE RESTORATION PROJECT
When our group, the Pacific Locomotive Association, acquired SP 9010, the two Maybach MD870 turbocharged 2,000 horsepower V-16 diesel motors were substantially intact, as was one of two Voith L830rU turbo transmissions originally installed.
Work continues to repair, replace, or restore major systems and components towards self-powered operation. A pair of original SP Krauss-Maffei geared trucks were acquired; besides the one installed in the rear position on SP 9010, one will remain for spares. The three gearboxes of the installed truck are relatively new and in excellent serviceable condition, as is the original Krauss-Maffei intermediate gearbox. The Brown-Boveri BBC Dynastarter has been professionally rebuilt and installed.
Driveshafts between the engine and transmission and between transmission and truck have been custom fabricated for SP 9010 by the Welte Group, a major driveshaft supplier in Germany, to original specifications; installation took place in early 2017. Work also continues on the Number Two Radiator Hood, with cooling lines and transmission heat exchanger having been repaired, replaced, or restored. Installation of locally-sourced radiator cores, mounted to custom-machined adaptor plates, is complete. The three remaining hydrostatic cooling fans of the intact rear cooling group have been tested, and will be returned to operation with a replacement hydrostatic pump. All rear radiator shutter pneumatic cylinders are rebuilt and have been tested. (Video posted.)
WILL BOTH MAYBACH MOTORS BE RESTORED?
Current plans are focused on the continued refinement of self-propelled operation with the original German-designed machinery, using the rear motor and powertrain. The front truck remains unpowered due to the unserviceable condition of the forward Maybach V-16 and the lack of a forward transmission. Return to an intact powertrain at the front end is currently unlikely. No irreversible modifications prevent restoration of the forward power train at an unspecified future date using a non-original transmission configuration, but the requirements exceed the scope of the present restoration plan.
REMAINING WORK
As the challenging year 2020 drew to a close, SP 9010's rear Maybach V-16 was approaching completion of a rebuilding and renewal with original parts, supplied by Maybach successor MTU. As of mid-2022, that rebuilding is complete and successful, and road tests are being resumed. All control systems and the rear Voith transmission have been repaired and restored, load- and road-tested. Adjustments will take place to ensure the function of the Voith hydrodynamic brake.
FINAL COSMETICS AND FABRICATION
Still to be fitted are a hydrostatic drive pump for cooling fans and radiator shutter activation. Upholstery has been reproduced in the original German style for the cab's three operator's seats; re-installation is pending. Eight custom-shaped external sandbox filler extensions will need to be fabricated and installed; these are large bins mounted along the walkway for traction sand for the wheels.
The external appearance has undergone a bare-metal refinishing with repair or replacement of original hardware and fittings, and currently reflects the unit in original configuration as it appeared in service for the Southern Pacific Railroad during the Fall of 1964. Minor modifications by the railroad and the manufacturer have been preserved for historical interest and practical operation requirements.
SP 9010 is the unlikely survivor of a 1960s experiment in railroad locomotive horsepower and traction.
Imported to the USA from Germany in May of 1964 by the San Francisco-based Southern Pacific Railroad -- at a time when such foreign sourcing was not done -- SP 9010 was part of a second series of high-horsepower hydraulic test beds for locomotive power transmission, and was accompanied by German technicians who took up residence in the US. A number of those original technicians and their family members have provided invaluable assistance to the restoration and historical curation of the artifact.
Only four years after being built with pride and hope, all but one of the fifteen Krauss-Maffei Model ML 4000 C'C' Series locomotives were sent to scrap, and the program was halted. It had served to showcase the Southern Pacific as a forward-looking corporation, and was perhaps one motivating factor in the rise of available horsepower and traction among the subsequent products of domestic locomotive manufacturers.
Unloved by crews, they nonetheless held fascination for students of extraordinary, extreme, and unusual technology.
When the experiment was terminated, SP 9010 was converted to a rolling camera platform for the world's first full-motion, fixed-base locomotive training simulator, entering its second state-of-the art lifetime. It has survived two retirements, partial dismantling, four brushes with scrapping and, before acquisition by the current custodians, suffered extreme exposure and vandalism.
PRESENT STATUS
The only one of its kind in the world, SP 9010 is now being restored to pristine 1964 appearance and periodic public operation by the Pacific Locomotive Association, a volunteer group operating in Niles Canyon, California on the tracks of the Niles Canyon Railway -- with the international cooperation of many of its original technicians, their families, and their successors.
The restoration of SP 9010 allows, for the first time since the 1960s, a better appreciation for the pioneering technology, fine craftsmanship, and game-changing influence of these remarkable locomotives.
RETURN TO OPERATION
On February 14, 2017 the rear Maybach MD870/1 V-16 of SP 9010 was fired up for the first time since 1968. This success followed years of careful preparation. Currently the locomotive can move under its own power, engaging its single Voith L 830 ru turbo transmission through a new Cardan driveshaft built for us by the Welte Group in Germany. Power is transferred to a renewed KM rear truck/bogie, obtained from Colas Rail in Europe, where it had been in use on a self-powered rail maintenance vehicle, constructed in 1970 by Plasser & Theurer using trucks/bogies salvaged from a KM scrapyard in 1969.
Fitted with twin power groups when built, the forward Maybach V-16 has suffered significant mechanical and corrosion damage. There are no plans to restore the forward MD870; it is significantly compromised, and also represents an important source of service parts.
There is also no forward transmission able to accept power from the motor, after its removal from the locomotive in 1969. (See more information below.) There are also no plans to obtain or modify any existing transmissions, due to cost, engineering, and logistics.
Powered by its rear Maybach, Voith transmission, and KM power truck only, SP 9010 is still potentially a 2,000 HP locomotive. This is completely satisfactory for both museum presentation and future plans for limited public operation.
(We do appreciate the suggestions, but prefer that anyone expressing their wish to see the unit to have two motors and transmissions to instead visit the SP 9010 website and donate to the major work still ahead to restore the rear group, and replace or refurbish remaining major ancillary equipment.)
sp9010.ncry.org/donate1.htm
THE RESTORATION PROJECT
When our group, the Pacific Locomotive Association, acquired SP 9010, the two Maybach MD870 turbocharged 2,000 horsepower V-16 diesel motors were substantially intact, as was one of two Voith L830rU turbo transmissions originally installed.
Work continues to repair, replace, or restore major systems and components towards self-powered operation. A pair of original SP Krauss-Maffei geared trucks were acquired; besides the one installed in the rear position on SP 9010, one will remain for spares. The three gearboxes of the installed truck are relatively new and in excellent serviceable condition, as is the original Krauss-Maffei intermediate gearbox. The Brown-Boveri BBC Dynastarter has been professionally rebuilt and installed.
Driveshafts between the engine and transmission and between transmission and truck have been custom fabricated for SP 9010 by the Welte Group, a major driveshaft supplier in Germany, to original specifications; installation took place in early 2017. Work also continues on the Number Two Radiator Hood, with cooling lines and transmission heat exchanger having been repaired, replaced, or restored. Installation of locally-sourced radiator cores, mounted to custom-machined adaptor plates, is complete. The three remaining hydrostatic cooling fans of the intact rear cooling group have been tested, and will be returned to operation with a replacement hydrostatic pump. All rear radiator shutter pneumatic cylinders are rebuilt and have been tested. (Video posted.)
WILL BOTH MAYBACH MOTORS BE RESTORED?
Current plans are focused on the continued refinement of self-propelled operation with the original German-designed machinery, using the rear motor and powertrain. The front truck remains unpowered due to the unserviceable condition of the forward Maybach V-16 and the lack of a forward transmission. Return to an intact powertrain at the front end is currently unlikely. No irreversible modifications prevent restoration of the forward power train at an unspecified future date using a non-original transmission configuration, but the requirements exceed the scope of the present restoration plan.
REMAINING WORK
As the challenging year 2020 drew to a close, SP 9010's rear Maybach V-16 was approaching completion of a rebuilding and renewal with original parts, supplied by Maybach successor MTU. As of mid-2022, that rebuilding is complete and successful, and road tests are being resumed. All control systems and the rear Voith transmission have been repaired and restored, load- and road-tested. Adjustments will take place to ensure the function of the Voith hydrodynamic brake.
FINAL COSMETICS AND FABRICATION
Still to be fitted are a hydrostatic drive pump for cooling fans and radiator shutter activation. Upholstery has been reproduced in the original German style for the cab's three operator's seats; re-installation is pending. Eight custom-shaped external sandbox filler extensions will need to be fabricated and installed; these are large bins mounted along the walkway for traction sand for the wheels.
The external appearance has undergone a bare-metal refinishing with repair or replacement of original hardware and fittings, and currently reflects the unit in original configuration as it appeared in service for the Southern Pacific Railroad during the Fall of 1964. Minor modifications by the railroad and the manufacturer have been preserved for historical interest and practical operation requirements.
